The SUV movement is here and it probably isn’t going anywhere. More and more automakers are pouring the majority of these resources into SUVs and their variants because as wrong or as right people are, they want them and they buy them. Thankfully the Germans have blessed us with some really fun SUVs that won’t suck all the soul out of us as drivers and one of those is the Audi SQ5. Launched in the US market in 2014, the SQ5 borrows the supercharged 3.0-liter V6 from the S4, adds a touch more horsepower and torque, and somehow manages to get this baby buggy to 60 mph in around 5 seconds. You also got 20″ or 21″ wheels, some white-faced gauges, brushed aluminum trim everywhere, and some other little touches. All in all, not a bad package for around $60,000 new. Well, these early SQ5s are now five years old and have started to “temptingly affordable” statue. How much?
Now that I’ve exhausted all of the nice Mercedes-Benz R129s currently on the market, I wanted to wander over to the R230 to see how things are going with the first SL with a folding hard top. The R230 was a giant leap forward in terms of styling and technology compared to the R129 as now the normally boxy and square roadster suddenly didn’t have a flat edge on the entire car. It was what needed to be done to keep the car relevant in the new millennium with the legacy buyers coming back as well as capture the hearts of all the new money buyers that wanted a sleek roadster that didn’t feel like an old man or woman’s car that was driven to the country club on a Sunday morning to play golf. It is tough to stay that Mercedes didn’t succeed in that as even now that the R230 is 17 years-old, it still doesn’t look or feel that age. Sure, some of the tech is dated, but getting in of these cars doesn’t scream ”this car can legally buy cigarettes next year” old.
Of course, with the introduction of the SL500 and V12 SL600 in the R230, Mercedes stepped up their game in the US market by giving customers the SL55 AMG that was a hit as soon as they landed on dealer lots. A 0-60 time in 4.4 seconds thanks to 493 horsepower and 520 lbâ‹…ft of torque, the SL55 wore the crowd of the fastest automatic transmission car in the world for a short time before the big brother SLR came on to the scene in 2003. The SL55 continued to be the model of choice over the more expensive V12 SL600 until it was replaced by the SL63 in 2008. The SL65 AMG joined the lineup in 2005 with its twin-turbocharged V12 making an insane 604 horsepower and 738 lbâ‹…ft of torque, but also carried a price tag starting at $185,000. Needless to say, the SL55 remained the best bang for the buck at a still very expensive $115,000, but was a bargain compared to competitors Ferrari 360 and Aston Martin’s DB7 Volante in terms of both purchase price and cost of running. Today, the SL55 sits in that no man’s land of not old enough to be considered a classic and not modern enough to be considered by people who want to be impressed by a bunch of tech. Add in the fact that the running costs can scare some people off, a Corvette seems like a much better buy for the convertible crowd who take Sunday cruises to the Daily Queen. What does that mean for prices on these beasts? Very good things if you are willing to commit to owning one. At least this example up for sale in North Carolina proves that.
We’re on a bit of a modified car kick, so I wanted to continue with a superlative BMW. In this case, it’s not a classically modified example, but rather a very recent one. For a long time, modifying cars was relatively easy – they came from the factory usually in a pretty tame form with a lot of potential – from aerodynamic tweaks to suspension overhauls and, of course, more power. But when you consider the E9X BMW M3, you have to really wonder if an aftermarket company could improve upon the design. After all, with the S65 4.0 V8 that revs to 8,400 RPMs and generates nearly 420 horsepower in completely stock form, how much better could you really make it?
That hasn’t stopped companies from trying, and relative unknown IND took on the task of making a NÃ¼rburgring-inspired E92 M3 the ultimate dual purpose street/track weapon. Did they succeed, and how have the mods held up?
The Golf Limited may be one of the best sleepers of all time. It’s such a sleeper, in fact, that most of the world doesn’t even know it exists. Yet this was the car that arguably gave birth to Volkswagen’s “R” lineup and along with cars like the Lancia Delta Integrale took hot hatches to a new level of performance. So why is it so thoroughly overlooked?
The root of the cause, I believe, comes down to availability. A scant 71 Golf Limited models rolled out of VW Motorsports’ skunkworks, and to the naked eye, they weren’t nearly as impressive looking as the Rallye, GTI G60 or even the Country models they were sold alongside of. But Volkswagen was looking to move into FIA Group A rally after its exploits with twin-engine Sciroccos and the Pike’s Peak Golf attempts from ’85 and ’86. I wrote about those crazy cars back in 2016 on The Truth About Cars:
Bi-Curiosities: Volkswagen’s Twin-Engine Terrors
Volkswagen had also simultaneously developed its own ‘syncro’ system to rival Audi’s signature quattro drivetrain. Audi’s system only worked with longitudinally mounted motors, so to mate all-wheel drive and the transverse Golf platform required a complete redesign. I talked about that solution back in 2017 when looking at a Passat G60 Syncro:
Forbidden Fruit: 1992 Volkswagen Passat G60 Syncro
Though only seen in the Corrado in the U.S., the supercharged PG 8 valve G60 was found in three models in Europe. But VW Motorsport had a trick up their sleeve; they took all of their experience from the BiMotor Golf, the syncro development, and the G60 and they combined it. The new 3G engine was both supercharged and a 16V, and cranked out 211 horsepower. Rallye suspension and special front fenders were fit into a relatively sedate-looking 4-door syncro chassis. Distinguishing features outside were few; BBS RM wheels, a pre-facelift 16V front chin spoiler, a Fuba roof-mounted antenna, and a blue outline grill with a VW Motorsport badge were all that let you know this was the highest performance Golf that had ever been built:
Over a year later, Air Jordan’s 722 is still for sale in Texas. Same photos and same mileage previously. Find it here on eBay.
Michael Jordan is one of the most popular athletes and brands in the world. He’s worth over a billion dollars and with that usually comes some expensive cars. Normally, wealthy celebrities go out grab the latest and greatest vehicle, drive it for a few years, then rinse and repeat. But even before Jordan was worth 10 figures, he always had some really enthusiast-minded cars. He had aÂ Ferrari 512 TR, W140 S600,Â Ferrari 599 GTB Fiorano, C4 Corvettes,Â SL55 AMG, 930 SlantnoseÂ and my personal favorite, a 993 Turbo S.Â Today’s car for sale in Texas might be one of the rarest cars he’s ever owned. This 2007Â Mercedes-Benz SLR McLaren 722 Edition owned by M.J. is just one of 150 ever built. And judging by its original price tag of just under $500,000, it was probably one of the most expensive cars he has even bought.
When it rains, it pours. For a vehicle that North American only saw 192 of, I have come across three W211 Mercedes-Benz E55 Estates for sale in less than three weeks. Last week it was a 2005 in The Hamptons that needed some help and the week before that it was an even rarer 2006 also in New York that was replaced by a Ferrari FF. Today, we have another 2005 that is up for sale in sunny Jacksonville, Florida that thankfully looks to be in prime shape. This S211 painted in Brilliant Silver Metallic checks in with 145,000 miles and thanks to a few little Mercedes software tricks, has some nice little features that I don’t see all that often.
Collector Volkswagens from the early 1990s are now very much a thing, but supply – especially of original condition examples – can be quite difficult. Still, every few months we roll across some clean time pieces that are worth a look. Earlier this year I took a look at two nearly identical Tornado Red Corrado G60s, explaining a bit about what made them so special:
1990 Volkswagen Corrado G60
As a coming-of-age driver, while red was often associated with sporty hatches for me it was Volkswagen’s introduction of Nugget Yellow on the Corrado that captured my attention. Perhaps it’s because the ad campaign and a fair amount of the magazine tester cars came in the shade, but regardless, this was the ‘Montana Green’ of the early Corrados. It just looks right! So when this apparently clean, lower mile and original 5-speed manual 1990 popped up for sale, I had to take a closer look:
Update 11/26/18: Although listed as sold at $7,100 last auction, this car is back again with no reserve and sold for $7,099.
Update 11/15/18: This E34 sold for $7,100.
After selling earlier this year from out Feature Listings, this built and supercharged “540i” is back on eBay with a no reserve auction and some slick new photos. Bidding is currently only at $5,600 with a day and a half to go.
In the early years of the 1990s, the writing was on the wall for the high-strung M88 derivatives. They were excellent motors, no doubt, but power levels were rising to the point where the M5 was no longer top trump. It enjoyed a small power advantage over cars such as the V8 4.2 quattro, true – with 276 horsepower and 295 lb.ft of torque, the Audi had less punch but more pull. But cars like the M119-equipped 500E changed the playing field; 322 horsepower was enough to overcome the S38 in the M5, but the big number was the 354 lb.ft of torque. That was nearly 100 lb.ft more than the S38 and it was more usable, too.
BMW wasn’t to be outdone, launching its own series of V8 for the 1992 model year. in 3.0 and 4.0 form, the modern aluminum motors dubbed the M60 brought new levels of power to the third generation 5. In fact, so potent was the 4.0 version that BMW decided the more expensive M5 was effectively redundant in the marketplace. The M60B40 was rated at 282 horsepower and 295 lb.ft of torque and and good enough to scoot the luxury car from 0-60 in 6.9 seconds even when equipped with a 5-speed automatic.
But there was a 6-speed manual option as well, and of course you could opt for the sport package that would give you better seats, springs and a limited-slip differential. These options turned the two-ton Teuton into an athlete. While this particular E34 started life as a 525i, it’s been given the full 540 treatment and then some, culminating in a Vortech supercharger for some serious punch:
Update 9/18/18: This Alpina B5, claimed (believably) to be the only one in the U.S., is now up on SecondDaily.com with a $22,000 Buy Now. At that price it would seem much more in line with the market!
In my mind, Alpina’s mystique has dimmed slightly over the past decade. Still capable of producing monsterously powerful luxury machines, the proliferation of options that are also insanely fast and luxurious has meant that the company’s original niche has become substantially more commonplace. And while it’s been awesome that Alpinas started being imported through BMW dealerships in 2007 and now offer several models to U.S. fans who can stomach the serious price tags, it also made them much less exclusive.
While products have widened over the past few years to include the 6-series, most of what Alpina sent to the U.S. market was based on the 7. The supercharged B7 was quite potent, but didn’t solve the problem of the E65’s looks all that much. Arguably, no amount of anything could do that particularly well.
But the B7’s supercharged 4.4 V8 was also available to Europeans in a (slightly) smaller package – the B5. Based on the E60, what would have started as a 330 horsepower 545i was transformed into a 500 horsepower, 500 lb.ft torque weapon. In typical fashion, Alpina revised the wheels and suspension, exhaust and interior, and of course added body kits to the E60. With 133 lb feet more torque than the V10 M5 produced and at a more reasonable 4,000 rpm rather than 6,000, the B5 could actually out-accelerate the M product. 0-62 was tested to arrive in 4.6 seconds, and the fun didn’t run out until you were just 5 mph shy of 200. Best yet, you could have this speed in a wagon!
Unfortunately for U.S. fans, the B5 and even more powerful B5S weren’t imported to the U.S.. Production of the B5 was limited to only 428 sedans, and the quite believable claim is that this is the only one in the United States:
I still remember the moment as the wave of envy set over me. A struggling college student, I had tried hard to balance my love of cars with the multiple part-time jobs I fit in between classes. Ultimately, cars probably came before some things they should have, but still fell staunchly behind the realities of life. Rent. Tutition. Books. Utilites. FOOD. These necessities multiplied themselves together over the years, grasping at my meager weekly paycheck more rapidly than I could deposit it in the bank. Trips to the pump were always metered; weeks went by holding breath at every turn of the key, praying for a safe completion of circuit. And when you own a ’84 Volkswagen that sat in a driveway not running for decade rotting away before you resurrected it, often your dreams of a trouble-free commute are unrealized.
As a result of my shoestring budget, I often turned to a friend to help with mechanical work that my GTI often needed. He’d stop by my house after work and wrench for a bit, or I’d drive it by his place for a replacement part or ten. He also had a A1 – a sweet special edition Cabriolet from ’85 which he had spent years tricking out. But on one of these repair stops, he introduced me to his new toy.
It was 1998 and he had picked up a ’90 Corrado G60. He had picked it up cheap, too, as they often broke even when pretty new. Two things struck me about this car. Though it was only 6 years newer than my GTI, it might as well have been a spaceship. The two shared nothing in common outside of the badge. My pyrite-in-the-rough GTI was rusty and not so trusty. Horrible build quality meant things regularly broke, or fell off, or rusted off; often, the trifecta struck. It was a square slowly-deteriorating block of iron oxide in a rounded-off world. In comparison, the Corrado looked well-built, felt modern, was comfortable, had air conditioning and electronic items that…well, functioned, and even had paint all in one color. But the other thing that struck me was just how tired and old that Corrado already felt in 1998. I rarely buy cars that are newer than 10 years old, but this Corrado felt a lot more than that already. Perhaps that was because the VR6 model had so quickly replaced it. Or perhaps it was because I was still excited for new cars to launch in 1998. Looking back, though, my initial impressions of the Corrado G60 still hold true. But am I still jealous that I didn’t have one?